EP2084049B1 - Effort restitution method for decoupled control steering and corresponding device - Google Patents

Effort restitution method for decoupled control steering and corresponding device Download PDF

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Publication number
EP2084049B1
EP2084049B1 EP07866533.8A EP07866533A EP2084049B1 EP 2084049 B1 EP2084049 B1 EP 2084049B1 EP 07866533 A EP07866533 A EP 07866533A EP 2084049 B1 EP2084049 B1 EP 2084049B1
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EP
European Patent Office
Prior art keywords
steering
wheels
steering wheel
end stop
actuator
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Not-in-force
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EP07866533.8A
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German (de)
French (fr)
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EP2084049A1 (en
Inventor
Christophe Bouet
Guillaume Torres
Daniel Rouyer
Jannick Auvinet
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Renault SAS
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Renault SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications

Definitions

  • the present invention relates to the field of decoupled control directions, more commonly known as "steer-by-wire”. It integrates into a decoupled wheeled vehicle, that is to say a vehicle for which there is no longer a mechanical connection between the steering wheel and the steering wheels.
  • the method according to the invention is essentially characterized in that the wheel force is determined directly by measuring the power delivered by a steering actuator of wheels.
  • the invention can be implemented without a reference model is mandatory.
  • the stop is restored when the wheel force does not increase, after having previously increased.
  • the vehicle remains in the first phase in which the wheel force is proportional to the steering angle of the wheels.
  • step 350 If the wheel force does not increase, it is considered that the tires have reached their limit of adhesion, and that it is appropriate to apply the abutment according to the invention in step 350.
  • the limit of adhesion corresponds in this case to the maximum angle ⁇ sat mentioned above, beyond which the force to the wheels is no longer proportional to the steering angle of the wheels.
  • the stop is applied to the steering control actuator, as described later with reference to the figure 2 .
  • the stop is maintained. That is, the stop is maintained as long as the wheel effort does not increase. If the tires have reached their limit of adhesion, it is not useful, indeed not desirable indeed that the driver can continue to turn the steering wheel.
  • the invention makes it possible to prevent this steering, in this case excessive, and keep the effort generated to its maximum, possibly continuously, by the generation of a stop on the steering wheel actuator.
  • FIG. 1 In connection with the aforementioned logic diagram, an embodiment of the method according to the invention is illustrated figure 1 .
  • the restitution step of the stopper 199 comprises a step of generating a torque 120, at a steering wheel actuator, opposing that of the turning of the steering wheel.
  • variable stop is a virtual stop, simulated by the generation of a torque opposing that of steering wheel steering, and whose value is greater than or equal to that of the torque exerted by the driver.
  • FIG. 4 Another illustration of the threshold is given figure 4 .
  • the figure 4 represents the zone of use of the steering wheel, that is to say the angle ⁇ of the steering wheel according to the speed V in steady state, for a conventional vehicle in which the invention is not implemented .
  • the figure 4 illustrates three zones A to C.
  • Zone A represents a so-called steady-state zone, that is to say the non-dangerous normal use zone of the steering wheel.
  • Zone A corresponds to the first phase of the figure 5 , in which the evolution of the force is linear, that is to say that the force to the wheels is proportional to the steering angle of the wheels.
  • Zone B represents a so-called non-linear zone, in which the tires reach their limit of adhesion, that is to say that the vehicle is likely to be in understeer.
  • Zone B corresponds to the second phase of the figure 5 , in which the behavior of the vehicle is unstable.
  • Zone C corresponds to the third phase of the figure 5 .
  • the invention consists in applying the stop when the motor vehicle passes in a non-linear zone.
  • the invention can dispense with measuring the wheel force.
  • the behavior of the vehicle represented in figure 5 constitutes a reference model from which the stop is applied when crossing the nonlinear zone.
  • This embodiment is a little more complex in that it requires a reference model, and in that the model may depend on the type of vehicle, and the type of tires.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Description

La présente invention concerne le domaine des directions à commande découplée, plus communément appelées "steer-by-wire". Elle s'intègre dans un véhicule automobile à roues découplées, c'est-à-dire un véhicule pour lequel il n'y a plus de liaison mécanique entre le volant de direction et les roues directrices.The present invention relates to the field of decoupled control directions, more commonly known as "steer-by-wire". It integrates into a decoupled wheeled vehicle, that is to say a vehicle for which there is no longer a mechanical connection between the steering wheel and the steering wheels.

Un dispositif de direction à commande découplée doit restituer des efforts sur la commande de direction ainsi que les butées droite/gauche correspondant aux butées mécaniques de braquage des roues.A decoupled steering device must restore forces on the steering control and the right / left stops corresponding to the mechanical steering wheel stops.

Plus précisément, l'invention concerne, selon un premier de ses objets, un procédé de restitution d'effort sur une commande de direction d'un véhicule automobile équipé d'un volant de direction et d'une direction à commande découplée,
comprenant les étapes consistant à :

  • Mesurer l'angle du volant de direction, et
  • Restituer une butée variable sur le volant de direction, calculer une donnée de saturation de pneumatiques équipant le véhicule, asservir la restitution de la butée variable à la valeur de la donnée de saturation des pneumatiques dans lequel l'étape de calcul de la donnée de saturation des pneumatiques comprend une étape consistant à mesurer l'effort aux roues caractérisé en ce que l'effort aux roues est déterminé directement par la mesure de la puissance délivrée par un actionneur de braquage de roues.
More specifically, the invention relates, according to a first of its objects, a method of restitution of force on a steering control of a motor vehicle equipped with a steering wheel and a decoupled steering direction,
comprising the steps of:
  • Measure the angle of the steering wheel, and
  • Restoring a variable stop on the steering wheel, calculating a saturation data of tires fitted to the vehicle, slaving the restitution of the variable stop to the value of the tire saturation data in which the step of calculating the saturation data tire comprises a step of measuring the force to the wheels, characterized in that the wheel force is determined directly by measuring the power delivered by a wheel steering actuator.

JP1111332 divulgue un procédé conformément au préambule de la revendication 1. JP1111332 discloses a process according to the preamble of claim 1.

Le contrôle de stabilité par action sur le volant de direction est connu de l'homme du métier, notamment par l'exemple qu'en donne le document de l'état de la technique antérieure US 2002 0108805 . Ce document divulgue l'application d'un couple résistant sur le volant par l'intermédiaire de la direction électrique, sur détection de la vitesse de lacet.Stability control by action on the steering wheel is known to those skilled in the art, particularly by the example given in the document of the prior art US 2002 0108805 . This document discloses the application of a resistant torque on the steering wheel via the electrical direction, on detection of the yaw rate.

Il est connu également le document US 66629898 qui écrit une solution agissant sur le braquage des roues par estimation de la dérive.It is also known the document US 66629898 who writes a solution acting on the steering of the wheels by estimating the drift.

Toutefois, les solutions développées sont plutôt complexes.However, the solutions developed are rather complex.

La présente invention a pour but de remédier à ces inconvénients en proposant une solution particulièrement simple à mettre en oeuvre.The present invention aims to overcome these disadvantages by proposing a particularly simple solution to implement.

Avec cet objectif en vue, le procédé selon l'invention, par ailleurs conforme au préambule cité ci-avant, est essentiellement caractérisé en ce que l'effort aux roues est déterminé directement par la mesure de la puissance délivrée par un actionneur de braquage de roues.With this objective in view, the method according to the invention, also in accordance with the preamble cited above, is essentially characterized in that the wheel force is determined directly by measuring the power delivered by a steering actuator of wheels.

Grâce à cette configuration, l'invention peut être mise en oeuvre quel que soit le type de véhicule. En outre, l'invention peut être mise en ouvre sans calcul de la vitesse du véhicule.With this configuration, the invention can be implemented regardless of the type of vehicle. In addition, the invention can be implemented without calculating the speed of the vehicle.

Grâce à cette configuration, l'invention peut être mise en oeuvre sans qu'un modèle de référence ne soit obligatoire.With this configuration, the invention can be implemented without a reference model is mandatory.

De préférence, la butée est restituée quand l'effort aux roues n'augmente plus, après avoir préalablement augmenté.Preferably, the stop is restored when the wheel force does not increase, after having previously increased.

Grâce à cette configuration, l'invention peut être mise en oeuvre pour tout type de véhicule automobile, et quel que soit le type de pneumatiques.With this configuration, the invention can be implemented for any type of motor vehicle, and regardless of the type of tire.

Dans un mode de réalisation, la butée est restituée quand l'effort aux roues n'est plus proportionnel à l'angle de braquage des roues, après l'avoir été.In one embodiment, the stop is restored when the wheel force is no longer proportional to the steering angle of the wheels, after being.

Dans un mode de réalisation, l'étape de restitution de la butée comprend une étape consistant à générer un couple, au niveau d'un actionneur de volant de direction, s'opposant à celui du braquage de ce volant de direction.In one embodiment, the step of restitution of the stop comprises a step of generating a torque, at a steering wheel actuator, opposing that of steering of the steering wheel.

De préférence, le couple généré pour simuler une butée est supérieur ou égal à celui exercé par le conducteur du véhicule automobile.Preferably, the torque generated to simulate a stop is greater than or equal to that exerted by the driver of the motor vehicle.

La présente invention concerne également, selon un deuxième de ses objets, un dispositif de direction à commande découplée pour véhicule automobile, susceptible de mettre en oeuvre le procédé selon l'invention, comprenant :

  • un volant de direction,
  • un actionneur de volant de direction,
  • un actionneur de braquage de roues,
  • des moyens de mesure du braquage des roues,
  • des moyens pour générer une butée variable sur le volant de direction
  • des moyens pour calculer une donnée de saturation de pneumatiques équipant le véhicule,
  • des moyens de commande configurés pour commander la génération de la butée variable sur le volant de direction quand les moyens de mesure du braquage des roues détectent un franchissement d'un angle de braquage des roues seuil, et asservir la restitution de la butée variable à la valeur de la donné de saturation des pneumatiques, et
  • des moyens pour déterminer l'effort aux roues directement par la mesure de la puissance délivrée par l'actionneur de braquage de roues.
The present invention also relates, according to a second of its objects, to a decoupled steering device for a motor vehicle, capable of implementing the method according to the invention, comprising:
  • a steering wheel,
  • a steering wheel actuator,
  • a wheel steering actuator,
  • means for measuring the steering of the wheels,
  • means for generating a variable stop on the steering wheel
  • means for calculating a saturation data of tires fitted to the vehicle,
  • control means configured to control the generation of the variable stop on the steering wheel when the wheel steering measurement means detect a crossing of a steering angle threshold wheels, and enslaving the return of the variable stop to the value of the saturation data of the tires, and
  • means for determining the wheel force directly by measuring the power delivered by the wheel steering actuator.

De préférence, l'angle seuil dépend de la mesure d'effort aux roues, par l'actionneur de braquage des roues.Preferably, the threshold angle depends on the wheel force measurement by the wheel steering actuator.

Dans un mode de réalisation, les moyens pour générer une butée variable sont intégrés à l'actionneur de volant de direction.In one embodiment, the means for generating a variable stop are integrated with the steering wheel actuator.

De préférence, la butée variable est une butée virtuelle, simulée par la génération d'un couple, au niveau de l'actionneur de volant de direction, s'opposant à celui du braquage du volant de direction.Preferably, the variable stop is a virtual stop, simulated by the generation of a torque, at the level of the steering wheel actuator, opposing that of the steering wheel actuator. turning steering wheel.

L'invention concerne également un véhicule automobile équipé du dispositif selon l'invention.The invention also relates to a motor vehicle equipped with the device according to the invention.

D'autres caractéristiques et avantages de la présente invention apparaîtront plus clairement à la lecture de la description suivante donnée à titre d'exemple illustratif et non limitatif et faite en référence aux figures annexées dans lesquelles :

  • la figure 1 représente un mode de réalisation du procédé selon l'invention,
  • la figure 2 représente un mode de réalisation du dispositif selon l'invention,
  • la figure 3 représente le logigramme selon l'invention,
  • la figure 4 représente la zone d'utilisation du volant en fonction de la vitesse en régime permanent, et
  • la figure 5 représente l'évolution de l'effort aux roues en fonction de l'angle de braquage.
Other characteristics and advantages of the present invention will emerge more clearly on reading the following description given by way of illustrative and nonlimiting example and with reference to the appended figures in which:
  • the figure 1 represents an embodiment of the method according to the invention,
  • the figure 2 represents an embodiment of the device according to the invention,
  • the figure 3 represents the logic diagram according to the invention,
  • the figure 4 represents the area of use of the steering wheel as a function of the steady-state speed, and
  • the figure 5 represents the evolution of the wheel force as a function of the steering angle.

Le comportement d'un véhicule automobile classique en virage est illustré à la figure 5.The behavior of a typical motor vehicle while cornering is illustrated in figure 5 .

Sur cette figure 5, on représente, pour une adhérence donnée, l'évolution de l'effort aux roues directrices E en fonction de l'angle α des roues, pour trois vitesses V1, V2, V3 différentes et telles que V3 > V2 > V1.On this figure 5 , for a given adhesion, the evolution of the force at the steering wheels E as a function of the angle α of the wheels is represented for three different speeds V1, V2, V3 and such that V3>V2> V1.

Dans une première phase, l'évolution de l'effort est linéaire, c'est-à-dire que l'effort aux roues est proportionnel à l'angle de braquage des roues, jusqu'à une donnée de saturation correspondant à un maximum αsat à partir duquel, dans une deuxième phase, l'effort aux roues décroit en fonction de l'angle de braquage, pour se stabiliser dans une troisième phase à une valeur sensiblement constante.In a first phase, the evolution of the force is linear, that is to say that the force to the wheels is proportional to the steering angle of the wheels, up to a saturation data corresponding to a maximum α sat from which, in a second phase, the wheel force decreases as a function of the steering angle, to stabilize in a third phase at a substantially constant value.

A partir du maximum αsat, le véhicule est considéré comme instable et en sous-virage pendant la troisième phase. Plus la vitesse augmente, plus le maximum correspondant diminue. Soient αsat1, αsat2, et αsat3 les maxima correspondant aux vitesses V1, V2 et V3 respectivement, on a αsat3 < αsat2 < αsat1. Autrement dit, plus un véhicule roule vite, plus le risque de sous-virage est grand à partir d'un faible angle de braquage.From the maximum α sat , the vehicle is considered unstable and understeer during the third phase. The higher the speed, the higher the corresponding maximum decreases. Let α sat1 , α sat2 , and α sat3 be the maxima corresponding to the velocities V1, V2 and V3 respectively, we have α sat3 <α sat2 <α sat1 . In other words, the faster a vehicle moves, the greater the risk of understeer from a low steering angle.

Il est donc souhaitable que le véhicule reste dans la première phase dans laquelle l'effort aux roues est proportionnel à l'angle de braquage des roues.It is therefore desirable that the vehicle remains in the first phase in which the wheel force is proportional to the steering angle of the wheels.

Dans ce contexte, le logigramme de la stratégie de commande selon l'invention est illustrée en figure 3.In this context, the logic diagram of the control strategy according to the invention is illustrated in FIG. figure 3 .

Lorsqu'un conducteur désire changer de direction, celui-ci tourne le volant de direction dans le sens approprié, d'un certain angle. Cette volonté est traduite par la mesure de l'angle du volant à l'étape 300.When a driver wants to change direction, it turns the steering wheel in the appropriate direction, a certain angle. This will is translated by measuring the angle of the steering wheel in step 300.

La mesure de l'angle du volant, étape 300, est corrélée au calcul de la position ou de l'angle des roues (braquage) désirée par le conducteur, étape 310. La corrélation entre l'angle du volant et l'angle de braquage des roues est effectuée de manière connue de l'homme du métier.The measurement of the angle of the steering wheel, step 300, is correlated with the calculation of the position or angle of the wheels (steering) desired by the driver, step 310. The correlation between the steering wheel angle and the steering angle steering wheel is performed in a manner known to those skilled in the art.

Ce calcul de braquage, étape 310, amène au braquage des roues proprement dit, étape 330, jusqu'à l'angle désiré, et à la mesure de l'effort aux roues, étape 320. La mesure de l'effort aux roues peut être effectuée en continu, ou déclenchée par le dépassement d'un angle seuil du volant de direction ou des roues.This steering calculation, step 310, leads to the steering of the wheels proper, step 330, to the desired angle, and to the measurement of the wheel force, step 320. The measurement of the wheel force can be performed continuously, or triggered by exceeding a threshold angle of the steering wheel or wheels.

A ce stade, c'est-à-dire pendant le braquage, et éventuellement jusqu'à l'angle désiré, l'évolution de l'effort aux roues est mesurée à l'étape 340.At this stage, that is to say during the steering, and possibly up to the desired angle, the evolution of the wheel force is measured in step 340.

Si l'effort aux roues augmente, on considère que les pneumatiques n'ont pas encore atteint leur limite d'adhérence, et qu'il n'est pas nécessaire d'appliquer la butée, étape 345. Le braquage peut donc éventuellement continuer, avec une boucle retour à l'étape 330 couplée à l'étape 320 de mesure de l'effort aux roues.If the wheel force increases, it is considered that the tires have not yet reached their limit of adhesion, and it is not necessary to apply the stop, step 345. The steering can therefore possibly continue, with a return loop to step 330 coupled to step 320 measuring the effort to the wheels.

Si l'effort aux roues n'augmente pas, on considère que les pneumatiques ont atteint leur limite d'adhérence, et qu'il convient d'appliquer la butée selon l'invention à l'étape 350.If the wheel force does not increase, it is considered that the tires have reached their limit of adhesion, and that it is appropriate to apply the abutment according to the invention in step 350.

La limite d'adhérence correspond dans ce cas à l'angle maximum αsat évoqué ci-dessus, au-delà duquel l'effort aux roues n'est plus proportionnel à l'angle de braquage des roues.The limit of adhesion corresponds in this case to the maximum angle α sat mentioned above, beyond which the force to the wheels is no longer proportional to the steering angle of the wheels.

La butée est appliquée à l'actionneur de commande de direction, comme décrit ultérieurement en référence à la figure 2.The stop is applied to the steering control actuator, as described later with reference to the figure 2 .

Lorsque la butée est appliquée à l'étape 350, l'évolution de l'effort aux roues est de nouveau mesurée à l'étape 360.When the stop is applied in step 350, the evolution of the wheel force is measured again in step 360.

Si l'effort aux roues n'augmente pas, la butée est maintenue. C'est-à-dire que la butée est maintenue tant que l'effort aux roues n'augmente pas. Si les pneumatiques ont atteint leur limite d'adhérence, il n'est pas utile, voire pas souhaitable en effet que le conducteur puisse continuer à tourner le volant de direction.If the wheel force does not increase, the stop is maintained. That is, the stop is maintained as long as the wheel effort does not increase. If the tires have reached their limit of adhesion, it is not useful, indeed not desirable indeed that the driver can continue to turn the steering wheel.

Dans cette configuration, on peut également prévoir de munir le véhicule automobile, en outre, de moyens de débraquage.In this configuration, it is also possible to provide the motor vehicle, in addition, debraking means.

Si l'effort aux roues augmente, on considère que les pneumatiques ont retrouvé de l'adhérence et la butée est retirée.If the wheel force increases, it is considered that the tires have found adhesion and the stop is removed.

Ainsi, si le seuil limite d'effort est atteint (effort correspondant à l'angle maximal αsat), et que la demande de braquage provenant du conducteur augmente, l'invention permet d'empêcher ce braquage, en l'espèce excessif, et de maintenir l'effort généré à son maximum, éventuellement en continu, par la génération d'une butée sur l'actionneur de volant de direction.Thus, if the limit threshold of effort is reached (force corresponding to the maximum angle α sat ), and the steering demand from the driver increases, the invention makes it possible to prevent this steering, in this case excessive, and keep the effort generated to its maximum, possibly continuously, by the generation of a stop on the steering wheel actuator.

Le logigramme de la stratégie de commande définit le fonctionnement du dispositif selon l'invention. Lorsque la butée est retirée, le fonctionnement est réinitialisé à la mesure de l'angle du volant 300.The logic diagram of the control strategy defines the operation of the device according to the invention. When the stop is removed, the operation is reset to the measurement of the angle of the steering wheel 300.

En lien avec le logigramme susmentionné, un mode de réalisation du procédé selon l'invention est illustré figure 1.In connection with the aforementioned logic diagram, an embodiment of the method according to the invention is illustrated figure 1 .

Dans une première étape, l'angle du volant de direction est mesuré, étape 100. A cet angle correspond un angle de braquage des roues.In a first step, the angle of the steering wheel is measured, step 100. At this angle corresponds a steering angle of the wheels.

L'effort aux roues est mesuré à l'étape 140.Wheel effort is measured at step 140.

La saturation des pneumatiques est alors calculée à l'étape 110.The saturation of the tires is then calculated in step 110.

Une butée variable est restituée, étape 199, sur le volant de direction en fonction du résultat du calcul de la saturation des pneumatiques, c'est-à-dire que l'on asservit la restitution de la butée variable à la saturation des pneumatiques, étape 130.A variable stop is restored, step 199, on the steering wheel according to the result of the calculation of the saturation of the tires, that is to say, it enslaves the restitution of the variable stop to the saturation of the tires, step 130.

De préférence, l'étape de restitution de la butée 199 comprend une étape consistant à générer un couple 120, au niveau d'un actionneur de volant de direction, s'opposant à celui du braquage du volant de direction.Preferably, the restitution step of the stopper 199 comprises a step of generating a torque 120, at a steering wheel actuator, opposing that of the turning of the steering wheel.

Le dispositif selon l'invention est illustré figure 2. Il est susceptible de mettre en oeuvre le procédé selon l'invention et son fonctionnement a été décrit selon le logigramme illustré figure 3.The device according to the invention is illustrated figure 2 . It is capable of implementing the method according to the invention and its operation has been described according to the illustrated logic diagram. figure 3 .

Le dispositif selon l'invention comprend un volant de direction 200 au sein d'un véhicule automobile 250. Le volant de direction est relié à un actionneur de volant de direction 210, en général par l'intermédiaire d'un premier arbre.The device according to the invention comprises a steering wheel 200 within a motor vehicle 250. The steering wheel is connected to a steering wheel actuator 210, generally via a first shaft.

Le dispositif selon l'invention comprend également un deuxième actionneur, en l'espèce un actionneur de braquage de roues 220, configuré pour faire pivoter les roues 290 d'un angle donné, dépendant principalement de l'angle de rotation du volant de direction.The device according to the invention also comprises a second actuator, in this case a wheel steering actuator 220, configured to rotate the wheels 290 by a given angle, depending mainly on the angle of rotation of the steering wheel.

L'effort aux roues est avantageusement déterminé directement par la mesure de la puissance délivrée par l'actionneur de braquage de roues 220.The wheel force is advantageously determined directly by measuring the power delivered by the wheel steering actuator 220.

Le dispositif selon l'invention comprend également des moyens de mesure du braquage des roues 230, en l'espèce un capteur d'angle de roues. Ces moyens de mesure 230 peuvent être intégrés dans l'actionneur de braquage de roues 220 ou dans l'actionneur de direction 210.The device according to the invention also comprises means for measuring the steering of the wheels 230, in this case a wheel angle sensor. These measuring means 230 can be integrated in the wheel steering actuator 220 or in the steering actuator 210.

En outre, on dispose de moyens pour générer une butée variable sur le volant de direction.In addition, there are means for generating a variable stop on the steering wheel.

De préférence, les moyens pour générer une butée variable sur le volant de direction sont intégrés à l'actionneur de volant de direction 210. C'est-à-dire que l'actionneur de direction 210 est configuré pour appliquer une butée variable.Preferably, the means for generating a variable stop on the steering wheel are integrated in the steering wheel actuator 210. That is to say that the steering actuator 210 is configured to apply a variable stop.

La butée variable est une butée virtuelle, simulée par la génération d'un couple s'opposant à celui du braquage du volant de direction, et dont la valeur est supérieure ou égale à celle du couple exercé par le conducteur.The variable stop is a virtual stop, simulated by the generation of a torque opposing that of steering wheel steering, and whose value is greater than or equal to that of the torque exerted by the driver.

Les moyens pour générer une butée variable sur le volant de direction sont commandés par des moyens de commande non représentés, par exemple un calculateur spécifique ou le bloc de commande électronique (ECU) du véhicule automobile.The means for generating a variable stop on the steering wheel are controlled by unrepresented control means, for example a specific computer or the electronic control unit (ECU) of the motor vehicle.

Les moyens de commande sont configurés pour commander la génération de la butée variable au niveau de l'actionneur du volant de direction quand les pneumatiques sont en saturation.The control means are configured to control the generation of the variable stop at the steering wheel actuator when the tires are in saturation.

La saturation des pneumatiques est déterminée, comme précédemment, par la détection d'un seuil au-delà duquel l'effort aux roues n'est plus proportionnel à l'angle de braquage des roues.The saturation of the tires is determined, as previously, by the detection of a threshold beyond which the wheel force is no longer proportional to the steering angle of the wheels.

Une autre illustration du seuil est donnée figure 4. La figure 4 représente la zone d'utilisation du volant, c'est-à-dire l'angle α du volant de direction en fonction de la vitesse V en régime permanent, pour un véhicule classique dans lequel l'invention n'est pas mise en oeuvre.Another illustration of the threshold is given figure 4 . The figure 4 represents the zone of use of the steering wheel, that is to say the angle α of the steering wheel according to the speed V in steady state, for a conventional vehicle in which the invention is not implemented .

La figure 4 illustre trois zones A à C.The figure 4 illustrates three zones A to C.

La zone A représente une zone dite de régime permanent, c'est-à-dire la zone d'utilisation normale, non dangereuse, du volant.Zone A represents a so-called steady-state zone, that is to say the non-dangerous normal use zone of the steering wheel.

La zone A correspond à la première phase de la figure 5, dans laquelle l'évolution de l'effort est linéaire, c'est-à-dire que l'effort aux roues est proportionnel à l'angle de braquage des roues.Zone A corresponds to the first phase of the figure 5 , in which the evolution of the force is linear, that is to say that the force to the wheels is proportional to the steering angle of the wheels.

La zone B représente une zone dite non linéaire, dans laquelle les pneumatiques atteignent leur limite d'adhérence, c'est-à-dire que le véhicule risque d'être en sous-virage.Zone B represents a so-called non-linear zone, in which the tires reach their limit of adhesion, that is to say that the vehicle is likely to be in understeer.

La zone B correspond à la deuxième phase de la figure 5, dans laquelle le comportement du véhicule est instable.Zone B corresponds to the second phase of the figure 5 , in which the behavior of the vehicle is unstable.

La zone C représente une zone dite dangereuse, dans laquelle les pneumatiques ont dépassé leur limite d'adhérence, c'est-à-dire que le véhicule est en sous-virage.Zone C represents a so-called dangerous zone, in which the tires have exceeded their limit of adhesion, that is to say that the vehicle is understeering.

La zone C correspond à la troisième phase de la figure 5.Zone C corresponds to the third phase of the figure 5 .

A partir d'un point donné de la zone A, si la vitesse est fixe mais que l'angle du volant augmente au-delà de l'angle maximum αsat à partir duquel l'effort aux roues n'est plus proportionnel à l'angle de braquage des roues (voir figure 5), ou si l'angle est fixe mais que la vitesse augmente, au-delà d'un certain seuil (vitesse correspondant à l'angle maximum αsat), le véhicule passe de la zone A à la zone B.From a given point in zone A, if the speed is fixed but the angle of the flywheel increases beyond the maximum angle α sat from which the force to the wheels is no longer proportional to the steering angle of the wheels (see figure 5 ), or if the angle is fixed but the speed increases, beyond a certain threshold (speed corresponding to maximum angle α sat), the vehicle moves from area A to area B.

L'invention consiste à appliquer la butée lorsque le véhicule automobile passe en zone non linéaire.The invention consists in applying the stop when the motor vehicle passes in a non-linear zone.

Dans un mode de réalisation, l'invention peut s'affranchir de la mesure de l'effort aux roues. Dans cette configuration, le comportement du véhicule représenté à la figure 5 constitue un modèle de référence à partir duquel la butée est appliquée lors du franchissement de la zone non linéaire.In one embodiment, the invention can dispense with measuring the wheel force. In this configuration, the behavior of the vehicle represented in figure 5 constitutes a reference model from which the stop is applied when crossing the nonlinear zone.

Ce mode de réalisation est un peu plus complexe en ce qu'il nécessite un modèle de référence, et en ce que le modèle peut dépendre du type de véhicule, et du type de pneumatiques.This embodiment is a little more complex in that it requires a reference model, and in that the model may depend on the type of vehicle, and the type of tires.

Claims (9)

  1. Method for the restitution of effort to a steering control of a motor vehicle equipped with a steering wheel and with steer-by-wire steering,
    comprising the steps involving:
    - measuring the steering wheel angle (100), and
    - restituting a variable end stop (199) on the steering wheel,
    - calculating a tyre saturation data item (110) for the tyres with which the vehicle is fitted, and
    - slaving the restitution of the variable end stop to the value of the tyres saturation data item (130),
    in which method the step of calculating the tyres saturation data item comprises a step consisting in measuring the effort at the wheels (140),
    characterized in that the effort at the wheels is determined directly by measuring the power delivered by a steering actuator that turns the wheels.
  2. Method according to Claim 1, in which the end stop is restituted when the effort at the wheels is no longer increasing, having previously increased.
  3. Method according to Claim 1, in which the end stop is restituted when the effort at the wheels is no longer proportional to the steering angle of the wheels, having previously been so.
  4. Method according to any one of the preceding claims, in which the step of restituting the end stop (199) comprises a step consisting in generating a torque (120) on an actuator of the steering wheel, which opposes the steering torque of this steering wheel.
  5. Steer-by-wire steering device for a motor vehicle, capable of implementing the method according to any one of the preceding claims, comprising:
    - a steering wheel (200),
    - a steering wheel actuator (210),
    - a steering actuator for turning the wheels (220),
    - means for measuring the turning of the wheels (230),
    - means for generating a variable end stop on the steering wheel,
    characterized in that it comprises
    - means for calculating a tyres saturation data item (110) for the tyres with which the vehicle is fitted,
    - control means (ECU) configured to command the generation of the variable end stop on the steering wheel when the means for measuring the turning of the wheels (230) detect that a threshold wheels steering angle (αsat) has been crossed, and slaving the restitution of the variable end stop to the value of the tyres saturation data item, and
    - means for determining the effort at the wheels directly by measuring the power delivered by the steering actuator that turns the wheels.
  6. Device according to Claim 5, in which the threshold angle (αsat) depends on the measurement of effort at the wheels via the steering actuator that turns the wheels.
  7. Device according to either one of Claims 5 and 6, in which the means for generating a variable end stop are incorporated into the steering wheel actuator (210).
  8. Device according to any one of Claims 5 to 7, in which the variable end stop is a virtual end stop simulated by the generation of a torque, at the steering wheel actuator (210) that opposes the steering wheel steering torque.
  9. Motor vehicle (250) equipped with the device according to any one of Claims 5 to 8.
EP07866533.8A 2006-11-29 2007-10-31 Effort restitution method for decoupled control steering and corresponding device Not-in-force EP2084049B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0610442A FR2909063B1 (en) 2006-11-29 2006-11-29 (EN) EFFORT RESTITUTION METHOD FOR DIRECTION WITH DECOUPLED CONTROL AND CORRESPONDING DEVICE.
PCT/FR2007/052292 WO2008065289A1 (en) 2006-11-29 2007-10-31 Effort restitution method for decoupled control steering and corresponding device

Publications (2)

Publication Number Publication Date
EP2084049A1 EP2084049A1 (en) 2009-08-05
EP2084049B1 true EP2084049B1 (en) 2016-04-06

Family

ID=38229873

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07866533.8A Not-in-force EP2084049B1 (en) 2006-11-29 2007-10-31 Effort restitution method for decoupled control steering and corresponding device

Country Status (3)

Country Link
EP (1) EP2084049B1 (en)
FR (1) FR2909063B1 (en)
WO (1) WO2008065289A1 (en)

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3621229B2 (en) * 1997-06-24 2005-02-16 本田技研工業株式会社 Electric power steering device
US7233850B2 (en) * 2002-10-31 2007-06-19 Koyo Seiko Co., Ltd. Vehicle steering apparatus

Also Published As

Publication number Publication date
FR2909063A1 (en) 2008-05-30
EP2084049A1 (en) 2009-08-05
FR2909063B1 (en) 2009-02-20
WO2008065289A1 (en) 2008-06-05

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